CN108691663A - The control device of internal combustion engine - Google Patents
The control device of internal combustion engine Download PDFInfo
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- CN108691663A CN108691663A CN201810270452.XA CN201810270452A CN108691663A CN 108691663 A CN108691663 A CN 108691663A CN 201810270452 A CN201810270452 A CN 201810270452A CN 108691663 A CN108691663 A CN 108691663A
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- Prior art keywords
- internal combustion
- valve opening
- combustion engine
- range
- load
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0261—Controlling the valve overlap
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A kind of control device of internal combustion engine.Setup unit (ST102) is set as the first object valve opening timing to be set when the load of internal combustion engine (1) is in the first range as preset range to be later than the second target valve opening timing to be set when load is in the second range and the third target valve opening timing both to be set when load is within the scope of third, load in second range is less than first range, and the load within the scope of third is higher than the first range.
Description
Technical field
The present invention relates to a kind of control devices of internal combustion engine.
Background technology
About the internal combustion engine for being provided with booster, it is known that such a engine is provided with:Valve activator, energy
Enough change the opening and close timing (timing) of intake valve and air bleeding valve;Target opening and close timing setup unit, according to internal combustion engine
The target opening and close timing of operating condition setting intake valve and air bleeding valve in low engine speed range;And control unit, it is based on mesh
Opening and close timing is marked to control valve activator.The target opening and close timing is set to, and in medium/low load pressurizing area, is set
It is reduced during the overlapping for setting the intake valve and air bleeding valve in the not driven negative pressure region of booster, and in addition, loading
In the big high load pressurizing area of demand, increase during the overlapping of reduction in medium/low load pressurizing area.
Incidentally, there is the caused abnormal sound for being known as pinking (knocking) in internal combustion engine operation sometimes
Situation.Pinking is the phenomenon that wherein leading to metal strike sound and impact vibration (striking vibration), by premature
Ignition timing, excessively high compression ratio, excessive boost (boost-up), the anti-knock properties of fuel, the mixing of extremely thin air fuel
Object etc. causes.This uncommon sound may cause so that driver suspects has occurred certain failures in internal combustion engine
State etc..
Invention content
It is an aspect of the invention to provide a kind of control device of internal combustion engine, which is configured to control extremely
Include the internal combustion engine of variable valve timing mechanism less, which adjustably changes the valve opening timing of intake valve,
The control device includes:Setup unit sets the target valve opening timing of the intake valve of variable valve timing mechanism;It is driven with vario valve
Dynamic control unit, variable valve timing mechanism is operated based on the target valve opening timing set by setup unit.Setup unit will
The first object valve opening timing to be set setting when the load of internal combustion engine is in the first range as preset range
It is within the scope of third to be later than the second target valve opening timing to be set when load is in the second range and when loading
When both third target valve opening timings to be set, the load in the second range is less than the first range, negative within the scope of third
It carries and is higher than the first range.
Other objects and advantages of the present invention will be set forth in the description that follows, and partly will be apparent from the description, or
Person can be understand through the implementation of the invention.Objects and advantages of the present invention can pass through the means being specified below and combination
To realize and obtain.
Description of the drawings
The attached drawing for being incorporated to a part for specification and constitution instruction shows the embodiment of the present invention, and with give above
The detailed description of the general remark and example given below that go out principle for explaining the present invention together.
Fig. 1 is the outline structure for the vehicle for showing the control device comprising internal combustion engine according to a first embodiment of the present invention
Example view.
Fig. 2 is the reality of the characteristic for showing internal combustion engine according to first embodiment and the setting of the target valve opening timing set
The view of example.
Fig. 3 is the flow chart of the example for the setting processing for showing target valve opening timing according to first embodiment.
Fig. 4 be for by the situation of the setting of performance objective valve opening timing in the same manner as in the first embodiment with with
The view that the situation of the identical mode performance objective valve opening timing setting of traditional technology is compared to each other.
Fig. 5 is the characteristic for showing internal combustion engine according to the second embodiment of the present invention and the target valve opening timing set
The view of the example of setting.
Specific implementation mode
The purpose of the present invention is to provide a kind of control devices of the internal combustion engine for the pinking that can reduce internal combustion engine.
Hereinafter, the embodiment of the present invention is described with reference to the accompanying drawings.
(first embodiment)
Fig. 1 is the view of the example of the outline structure for the vehicle for showing the control device comprising internal combustion engine.
As shown in Figure 1, vehicle 100 includes engine (internal combustion engine) 1, and engine 1 is that the cycle of multi-point injection (MPI) four is straight
Row four-cylinder gasoline engine.It should be noted that in fig. 1 it is illustrated that four recycle a cylinder in in-line four cylinder gasoline engines
Vertical section.It should be noted that it is identical construction be suitable for other cylinders, therefore be omitted other cylinders construction diagram and
Description.In addition, although vehicle 100 includes other constructions for realizing the function as vehicle, these constructions and tradition
Technology is identical, therefore diagram and the description of these constructions is omitted.
As shown in Figure 1, engine 1 is constructed in such a way that cylinder cap 3 is installed on cylinder body 2.Cylinder body 2 is provided with water temperature biography
Sensor 4, water temperature sensor 4 are configured to temperature of the detection for the cooling water of cooling engine 1.Gas in being formed in cylinder body 2
The inside of cylinder 5 is vertically slidably provided with piston 6.Piston 6 is connected to bent axle 8 by connecting rod 7.In engine 1
In, it is provided with the crank angle sensor 9 for the rotating speed for being configured to detecting and alarm 1.
Cylinder cap 3, cylinder 5 and piston 6 constitute combustion chamber 10.Cylinder cap 3 is disposed an outwardly facing the spark plug 11 of combustion chamber 10.In cylinder
In lid 3, air inlet port 12 is formed from combustion chamber 10 towards a side of cylinder cap 3, and from combustion chamber 10 towards the another of cylinder cap 3
One side forms exhaust port 13.
In addition, in cylinder cap 3, it is respectively set and is configured to realize the connection and resistance between combustion chamber 10 and air inlet port 12
The air bleeding valve 15 of disconnected intake valve 14 and the connection and blocking that are configured between realization combustion chamber 10 and exhaust port 13.This
Outside, be respectively arranged with camshaft 18 and 19 on the top of cylinder cap 3, camshaft 18 and 19 respectively include being respectively configured to drive into
The cam 16 and 17 of air valve 14 and air bleeding valve 15.In addition, being provided with the phase for being configured to detection camshaft 18 on the top of cylinder cap 3
The cam-angle sensor 20 of position.
One end of camshaft 18 is provided with variable valve timing mechanism 22.Variable valve timing mechanism 22 is for example by by structure
It causes to be incorporated to hydraulic actuator (not shown) in the cam sprocket wheel (not shown) of drive cam shaft 18 and be constructed, and by right
Hydraulic actuator application actuating hydraulic pressure/and from hydraulic actuator removal actuating hydraulic pressure, it can make cam rotatable phase angle freely
Lead-lag.It can be executed to hydraulic pressure execution for example, by being set to the oil control valve (OCV) 24 of variable valve timing mechanism 22
Device supply actuating hydraulic pressure/from hydraulic actuator removal actuating hydraulic pressure, and pass through the opening degree or duty for changing OCV 24
Than the amount of the actuating hydraulic pressure for the actuating hydraulic pressure that is supplied to hydraulic actuator/removed from hydraulic actuator can be adjusted.In addition, this
The variable valve timing mechanism of invention is not limited to the system using oil control valve 24.
In addition, being connected with inlet manifold 27 on a side of cylinder cap 3 to be connected to air inlet port 12.Inlet manifold 27
It is provided with the injector 26 for being configured to inject fuel into air inlet port 12.In addition, inlet manifold 27 is provided with and is constructed
At the air inlet pressure sensor 28 of detection admission pressure, and air inlet pipe 29 is connected to the air inlet upstream end of inlet manifold 27.
Air inlet pipe 29 is provided with the electronic throttle (ETV) 30 for being configured to adjust charge air flow.ETV 30 be provided with by
It is configured to the throttle position sensor (TPS) 31 of the opening degree of detection throttle valve.
In addition, in the upstream side of air inlet pipe 29, it is provided with the gas flow transducer (AFS) for being configured to detection charge air flow
32.On the other hand, exhaust pipe 34 is connected on the another side of cylinder cap 3, to be connected to exhaust port 13.
It is connected with exhaust pipe (not shown) in the exhaust downstream of exhaust pipe 34.
In addition, including above-mentioned water temperature sensor 4, crank angle sensor 9, cam-angle sensor 20, admission pressure sensing
Device 28, TPS 31, AFS 32, accelerator position sensor (APS) 41, various types of sensors of vehicle speed sensor 42 etc.
It is electrically connected to the input side of the electronic control unit (ECU) 50 on vehicle 100, and the inspection from these sensors
Measurement information item is input to ECU 50, and accelerator position sensor (APS) 41 is configured to detection as accelerator pedal 40
The accelerator position of opening degree, accelerator pedal 40 are configured to the acceleration/deceleration operation of enforcement engine 1, vehicle speed sensor
42 are configured to the car speed of detection vehicle 100.ECU 50 is the device for being configured to control vehicle 100 in an integral manner,
And the device of such as input unit, output device, storage device etc. is included in ECU50.
On the other hand, it is electrically connected with such as above-mentioned spark plug 11 in the outlet side of ECU50, OCV 24, injector 26,
Various types of devices of ETV30 etc., and it is calculated based on the detection information item from various types of sensors
Ignition timing, the valve timing instruction of intake valve 14, fuel injection amount, fuel injection timing, throttle position etc. are output to respectively
The device of type.
ECU 50 is turned according to the rotating speeds of the detected value computing engines of crank angle sensor 9, and based on calculated engine
Speed and the throughput that is detected by AFS 32 set the valve opening timing for the target for becoming admission cam shaft 18, that is, become variable
The target valve opening timing of the target of the operation of valve timing mechanism 22.It should be noted that the method for setting target valve opening timing will
It is described below.
In addition, air inlet pipe 29 is connected to air inlet port 12.Air inlet pipe 29 is configured for supplying air to combustion chamber 10
Path, be made of pipe etc..Air inlet pipe 29 is provided with the air filter 61 for being configured to clean air, and it is empty to be configured to compression
The compressor 66 of gas, is configured to the intercooler 62 of cooling compressed air, and is configured to adjust the flow of air
ETV 30。
Exhaust pipe 34 is connect with exhaust port 13.Exhaust pipe 34 is configured for from the path of the discharge exhaust of combustion chamber 10,
It is made of pipe etc..Exhaust pipe 34, which is provided with, to be configured to the catalyst of cleaning exhaust by the exhaust steam turbine 63 of exhaust gas drive
64, and be configured to eliminate the muffler 65 of sound.
Exhaust driven gas turbine 63 couples with compressor 66, and is used by compressor 66 by the power of the exhaust driven gas turbine of exhaust gas drive 63
Make the power of compressed air.That is, compressor 66 and exhaust driven gas turbine 63 constitute the booster 67 being made of exhaust turbine supercharger, and
And engine 1 is the direct gasoline injection engine for including booster 67.Here, the supercharging of booster 67 and unsupercharged fixed will be described
Justice.It will become consistent up to booster 67 and 0 boosting, that is, the horizontal region consistent with atmospheric pressure is defined as unpressurized area
Point more than 0 boosting is defined as pressurizing area by domain up to booster becomes unable to the horizontal region that realization is pressurized, and
It will be above or be defined as the regions WOT equal to the region for being pressurized irrealizable pressurizing area.It is executed based on the control of ECU50
The supercharging of booster 67/non pressurized (compress cell).
Hereinafter, illustrate the processing of the target valve opening timing for the setting intake valve 14 to be executed by ECU 50.Fig. 2 is aobvious
Show the view for the example that target valve opening timing is set according to engine load.It should be noted that according to the target valve opening of engine load
The setting of timing is stored in the storage device in such as ECU 50.
In fig. 2, horizontal axis indicates that engine load (%), the longitudinal axis indicate air inlet openings (IO), and air inlet openings instruction is upper dead
After point (ATDC), i.e., the timing of air intake valve 14 is opened After Top Center.It should be noted that in the first embodiment, although
The case where engine load by the way that horizontal axis to be indicated to engine 1, is used as example and gives description, but other characteristics of engine 1 can be with
It is indicated by horizontal axis, for example, the packaging efficiency (packing efficiency) of engine 1 can be indicated by horizontal axis.
About the longitudinal axis, coordinate is higher, and the angle of lag of target valve opening timing becomes bigger, and coordinate is lower, target valve opening
The advance angle of timing becomes bigger.Position when air inlet openings are zero is intake valve 14 in the position that top dead-centre timing simultaneously closes off
Set, closer to angle of lag side, intake valve 14 is more late to be opened the timing of target valve opening, the timing of target valve opening closer to advance angle side,
Intake valve 14 is more early to be opened.
According to the engine load of engine 1, the setting regions of the target valve opening timing in Fig. 2 is divided into region S1 and region
S2 payes attention to the fuel consumption of engine 1 in the S1 of region, in the S2 of region, payes attention to the output of engine 1, and region S2 includes
The regions WOT S3, in the S3 of the regions WOT, booster 67 becomes unable to be pressurized engine 1.It should be noted that the area that region 2 is included
Domain S3 is that the quality of air inlet is small and booster 67 cannot execute the region of supercharging, therefore sets the target valve opening timing of intake valve 14
Control be not performed.Hereinafter, region S1 and S2 will be described in greater detail below.
In the S1 of region, for by reduce pumping loss and prevent pinking improve engine 1 fuel consumption purpose,
Set the target valve opening timing of intake valve 14.
Point P11 in the S1 of region corresponds to the state that engine load is about 30%.In point P11, air inlet openings is made to have
Thus overlapping is set as the degree that the burning in combustion chamber 10 will not deteriorate by the advance angle of 30ATDC, to reduce pumping damage
It loses.Point P12 in the S1 of region corresponds to the state that engine load is 50% to about 60%.Range from point P11 to point P12 is set
It is set to, the target valve opening timing of intake valve 14 changes to angle of lag side with the increase of engine load from advance angle side, such as schemes
(the second range) indicated by table g11.
In point P12, make air inlet openings that there is the angle of lag of about 10ATDC, thus reduces the practical pressure inside combustion chamber 10
Contracting ratio, and prevent pinking.It should be noted that point P12 is the knocking zone that wherein timing of target valve opening is kept constant
The initiating terminal (referring to chart g12) of (the first range).Therefore, as point of arrival P12 so that the target valve opening timing of intake valve 14
There will not be the angle of lag of bigger, and as shown in chart g12 (the first range), it is constant until point P13.
Point P13 corresponds to the state that engine load is slightly less than 100%.Point P13 is the clearing end of knocking zone.Point P13's
Setting can arbitrarily be executed according to the type of vehicle or engine.
In the S2 of region, the required air quantity specified by driver is realized, and is set for improving the defeated of engine 1
The target valve opening timing of the intake valve 14 gone out, the thus mesh of the control and intake valve 14 of the air capacity at throttle valve or exhaust gas valve
Mark valve opening timing setting it is interrelated, to realize engine 1 output improvement.
Point P14 in the S2 of region corresponds to the state that engine load is about 120%.In point P14, realizes driver and refer to
Fixed requirement air capacity, and the improvement of the output of engine 1 is striven for, and be used to improve the intake valve 14 of fuel consumption
The timing of target valve opening is set by reducing the actual compression ratio in combustion chamber 10 while preventing pinking.Therefore,
Range from aforementioned point P13 to point P14 is set so that the target valve opening timing of intake valve 14 with by chart g13 (thirds
Range) indicated by engine load increase and change to advance angle side from angle of lag side.
Point P15 corresponds to the state that engine load is about 200%.At point P15, throttle valve is opened completely, to realize
The maximum amount of air simultaneously improves output.Point P15 is set at the boundary between region S2 and region S3.From point P14 to point P15
Range be set so that the target valve opening timing of intake valve 14 with the engine load as shown in chart g14 (third range)
Increase and change to advance angle side from angle of lag side.
As described above, in the first embodiment, construction is designed to make the intake valve by chart g13 and g14 instruction
On the left side for the boundary line of 14 target valve opening timing being set between region S2 and region S3, that is, paying attention to fuel consumption
Region carries out on the sides S1, thus further improves the fuel consumption of engine 1.
Next, the setting of the target valve opening timing of the intake valve 14 of engine constructed as described above 1 explained below
Control.Fig. 3 is the flow chart of the example of the processing for the target valve opening timing for showing the setting intake valve 14 to be executed by ECU 50.
The processing executes while engine 1 is operated.
As shown in FIG. 3,50 computing engines of ECU load (ST101).Opening journeys of the ECU 50 based on such as throttle valve
Degree (throttle position) carrys out computing engines load.Next, ECU 50 sets intake valve corresponding with calculated engine load 14
Target valve opening timing (ST102:Setup unit).ECU 50 is based on Fig. 2 already described above settings and calculated engine
Load the target valve opening timing of corresponding intake valve 14.
Next, ECU 50 controls variable valve timing mechanism 22, to control the opening/closing of intake valve 14, so as to reality
The target valve opening timing (ST103 now set:Vario valve timing control unit).Then, processing is moved to return position.
Next, it is explained below based on booster 67 be non pressurized region or in pressurizing area come will be with first
The identical mode of embodiment execute the situation of the setting of the target valve opening timing of intake valve 14 with side identical with traditional technology
The comparison carried out between the situation of the setting of the target valve opening timing of formula execution intake valve 14.Fig. 4 is between showing these situations
Comparison example view.It should be noted that in Fig. 4, the longitudinal axis indicates that engine load, horizontal axis indicate the rotating speed of engine 1.
So far, whether in 0 pressure-increasning state should determine that booster 67 is in non pressurized based on booster 67
It is in pressurizing area in region.Correspondingly, as shown in figure 4, non pressurized region and pressurizing area are using 0 boosting as standard
And it is separated from each other.Correspondingly, when being to set intake valve 14 in non pressurized region or pressurizing area based on booster
When target valve opening timing, the setting of target valve opening timing becomes consistent with 0 boosting.
But in the first embodiment, based on being that should pay attention to the fuel consumption (region S1) of engine 1 still should pay attention to
Pay attention to output (region S2) as shown in chart g and set target valve opening timing so that no matter the increasing of booster 67
Pressure is in non pressurized region or pressurizing area, can set the target valve opening timing of intake valve 14.
As described above, no matter the supercharging of booster 67 is in non pressurized region or pressurizing area, ECU 50 can be set
Determine the target valve opening timing of intake valve 14.Therefore, when engine 1 is operated with the slow-speed of revolution with low-load, even if being pressurized
Region, ECU 50 also can be such that vehicle 100 is travelled with low fuel consumption.In addition, ECU 50 will be will set from region S2 and region
The mode of boundary line towards the region S1 movements for paying attention to fuel consumption between S3 carries out the target valve opening timing of intake valve 14
It sets (referring to the chart g13 and g14 in Fig. 2), therefore can further improve the fuel consumption of engine 1.
As described above, ECU 50 will be when the load of engine 1 be interior in the range (the first range) from point P12 to point P13
Target valve opening timing (timing of first object valve opening) to be set is set as being in from point P11 to point than the load when engine 1
The range (the second range) of P12 target valve opening timing to be set when interior (the second target valve opening timing) and bearing when engine 1
(third target valve opening is just in the target valve opening timing to be set when interior of the range (third range) from point P13 to point P15 for load
When) all late, the load in the second range is less than the first range, and the load within the scope of third is higher than the first range, such as Fig. 2 institutes
Show.Therefore, in the first range, actual compression ratio can be reduced, and prevent the generation of pinking.
In addition, as shown in chart g11, in the second range, (the second target valve opening is just by the timing of target valve opening by ECU 50
When) be set such that target valve opening timing (the second target valve opening timing) with the load of engine 1 increase later.
In addition, such as by chart g13, shown in g14, within the scope of third, ECU50 is by target valve opening timing (third target
Valve opening timing) be set as making target valve opening timing (timing of third target valve opening) with the load of engine 1 increase earlier.
In addition, third range includes the range for the load for executing supercharging by booster 67.In addition, when load is third range
In maximum load when, target valve opening timing is set as yes opening for the supercharging that may be implemented to be executed by booster 67 by ECU 50
The point P15 of timing the latest in valve timing.
In addition, in the second range, ECU 50 sets the valve opening timing of intake valve 14, to provide air bleeding valve 15 and intake valve
During 14 valve laps in the open state simultaneously.
In addition, the first range be there are engine 1 may be abnormal burning load range, and be set as according to drawing
Hold up 1 variable speed.
In addition, as shown in chart g12, ECU 50 will be when the target to be set when being supported in the first range of engine 1
Valve opening timing (timing of first object valve opening) is maintained at constant valve opening timing.
As described above, ECU 50 can set target valve opening timing appropriate according to the size of the load of engine 1.
(second embodiment)
Second embodiment is with above-mentioned first embodiment the difference is that the target valve opening timing of setting intake valve 14.Cause
This, the setting of the target valve opening timing of intake valve 14 described in detail below.It should be noted that the construction being identical with the first embodiment
It is indicated, and omitted the detailed description by the reference numeral being identical with the first embodiment.
Fig. 5 is to show the example according to second embodiment that target valve opening timing to be set is set according to engine load
View.As shown in figure 5, range (hereinafter referred to as the first corresponding range) corresponding with the first range is formed in from region S1
In point P22 to more than point P22 and the P23 of boundary that is positioned between region S2 and region S3 in the range of.
When compared with first embodiment, in the first embodiment, although when the first range by when, the mesh of intake valve 14
Mark valve opening timing is set to towards the region sides the S1 movement for paying attention to fuel consumption, and as the increase of load is from angle of lag side
To the variation of advance angle side (with reference to the chart g13, g14 in Fig. 2), but in a second embodiment, model is corresponded to when having passed through first
When enclosing, the target valve opening timing of air intake valve 14 to the boundary between the region S3 of the region S2 and WOT that pay attention to output this
Side is moved, more specifically, the target valve opening timing of intake valve 14 is set to from point P23 to the engine load of point P24
Increase and change from angle of lag side to advance angle side, both point P23 and point P24 are positioned on boundary line (referring to the figure in Fig. 5
Table g23).
Again by above-mentioned construction, ECU 50 can set the target valve opening timing of intake valve 14, but regardless of booster 67
Supercharging be in non pressurized region or pressurizing area.Therefore, it is identical with the first embodiment, when engine 1 is with low-load
When the slow-speed of revolution is operated, even if in the supercharging region, ECU 50 is it is also possible that vehicle 100 is travelled with low fuel consumption.
It should be noted that in engine 1, in the low-load region of such as idle state etc., in order to improve starting performance,
The target valve opening timing of intake valve 14 is set as maximum angle of lag side, and with the increase of load, target valve opening timing
Gradually change to advance angle side.Hereafter, it is accomplished to the conversion in the second range (region of the load less than knocking zone), then, with
The increase of load, target valve opening timing is set to closer to angle of lag side, until completing to enter the first range (pinking area
Domain) until.Therefore, in above-mentioned first or second embodiments, ECU 50 can will be less than or equal to when the load of engine 1 is in
Range (the low-load region of point P11:4th range) it is interior when target valve opening timing (the 4th target valve opening timing) to be set
Or when the load of engine 1 is in the range (low-load region less than or equal to point P21:4th correspondence range) it is interior when to be set
Fixed target valve opening timing is set as being later than first object valve opening timing, and the 4th range is range of the load less than the second range.
Those skilled in the art will readily occur to other advantages and modification.Therefore, the present invention its broader aspect not
It is limited to detail and representative embodiment shown and described herein.Therefore, it is not departing from by appended claims and its is waiting
In the case of the spirit or scope for the present general inventive concept that jljl limits, various modifications may be made.
Claims (9)
1. a kind of control device of internal combustion engine, which is characterized in that the control device is configured to control including at least variable
The internal combustion engine of valve timing mechanism, the variable valve timing mechanism adjustably change the valve opening timing of intake valve, the control
Device includes:
Setup unit, the setup unit set the target valve opening timing of the intake valve of the variable valve timing mechanism;With
Variable valve actuation control unit, the variable valve actuation control unit is based on the target set by the setup unit
Valve opening timing operates the variable valve timing mechanism, wherein
The setup unit will be to be set when the load of the internal combustion engine is in the first range as preset range
First object valve opening timing be set as being later than the second target valve opening to be set when the load is in the second range
Timing and the third target valve opening timing both to be set when the load is within the scope of third, in second range
The load be less than first range, the load within the scope of the third is higher than first range.
2. the control device of internal combustion engine as described in claim 1, which is characterized in that
With the increase of the load of the internal combustion engine, the second target valve opening timing is set as by the setup unit
Later.
3. the control device of internal combustion engine as described in claim 1, which is characterized in that
With the increase of the load of the internal combustion engine, the third target valve opening timing is set as by the setup unit
Earlier.
4. the control device of internal combustion engine as described in claim 1, which is characterized in that
The internal combustion engine includes compress cell, and
The third range includes the range for the load that the wherein described engine is pressurized by the compress cell.
5. the control device of internal combustion engine as claimed in claim 4, which is characterized in that
When the load is the maximum load within the scope of the third, the setup unit sets the target valve opening timing
The timing the latest in valve opening timing being that by for the supercharging to be realized by the compress cell.
6. the control device of internal combustion engine as described in claim 1, which is characterized in that
The internal combustion engine further comprises air bleeding valve, and
In second range, the setup unit during valve lap to be provided in a manner of set described in the intake valve
Valve opening timing, during the valve lap, the air bleeding valve and the intake valve are in the open state simultaneously.
7. the control device of internal combustion engine as described in claim 1, which is characterized in that
First range is the range that there is a possibility that the internal combustion engine and cause the load of abnormal combustion, and by
It is set to be changed according to the rotating speed of the internal combustion engine.
8. the control device of internal combustion engine as described in claim 1, which is characterized in that
The first object valve opening timing is maintained at constant valve opening timing by the setup unit.
9. the control device of the internal combustion engine as described in any one of claim 1-8, which is characterized in that
The setup unit is by fourth target to be set when the load of the internal combustion engine is in the 4th range
Valve opening timing is set as being later than the first object valve opening timing, and the 4th range is that the load of the internal combustion engine is low
In the range of second range.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017067823A JP6930178B2 (en) | 2017-03-30 | 2017-03-30 | Internal combustion engine control device |
| JP2017-067823 | 2017-03-30 |
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| CN108691663A true CN108691663A (en) | 2018-10-23 |
| CN108691663B CN108691663B (en) | 2021-07-30 |
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| US (1) | US10550771B2 (en) |
| EP (1) | EP3382184B1 (en) |
| JP (1) | JP6930178B2 (en) |
| CN (1) | CN108691663B (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1550652A (en) * | 2003-05-15 | 2004-12-01 | �����Զ�����ʽ���� | Control device for internal combustion engine |
| WO2007034308A2 (en) * | 2005-09-22 | 2007-03-29 | Toyota Jidosha Kabushiki Kaisha | Boost pressure control apparatus and boost pressure control method of internal combustion engine |
| CN101573517A (en) * | 2006-12-21 | 2009-11-04 | 丰田自动车株式会社 | Control apparatus and control method for internal combustion engine |
| CN104471216A (en) * | 2012-07-25 | 2015-03-25 | 日产自动车株式会社 | Control device and control method of internal combustion engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP3325598B2 (en) * | 1992-04-13 | 2002-09-17 | マツダ株式会社 | Control device for engine with mechanical supercharger |
| JP3018892B2 (en) * | 1994-03-15 | 2000-03-13 | トヨタ自動車株式会社 | Valve timing control device for internal combustion engine |
| JP2001355462A (en) * | 2000-06-09 | 2001-12-26 | Denso Corp | Variable valve timing control device for internal combustion engine |
| DE10225305A1 (en) * | 2002-06-07 | 2003-12-18 | Bosch Gmbh Robert | Method and device for controlling an internal combustion engine |
| JP4066764B2 (en) * | 2002-09-30 | 2008-03-26 | 株式会社デンソー | Control device for internal combustion engine |
| JP4089408B2 (en) * | 2002-11-29 | 2008-05-28 | 三菱自動車工業株式会社 | High compression ratio cycle engine |
| JP2005090425A (en) * | 2003-09-19 | 2005-04-07 | Daihatsu Motor Co Ltd | Control method for internal combustion engine |
| US8375904B2 (en) * | 2010-02-18 | 2013-02-19 | Cummins Intellectual Property, Inc. | Early intake valve closing and variable valve timing assembly and method |
| JP5851463B2 (en) * | 2013-09-04 | 2016-02-03 | 本田技研工業株式会社 | Valve timing control device for internal combustion engine |
-
2017
- 2017-03-30 JP JP2017067823A patent/JP6930178B2/en active Active
-
2018
- 2018-03-21 EP EP18163086.4A patent/EP3382184B1/en active Active
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1550652A (en) * | 2003-05-15 | 2004-12-01 | �����Զ�����ʽ���� | Control device for internal combustion engine |
| WO2007034308A2 (en) * | 2005-09-22 | 2007-03-29 | Toyota Jidosha Kabushiki Kaisha | Boost pressure control apparatus and boost pressure control method of internal combustion engine |
| CN101573517A (en) * | 2006-12-21 | 2009-11-04 | 丰田自动车株式会社 | Control apparatus and control method for internal combustion engine |
| CN104471216A (en) * | 2012-07-25 | 2015-03-25 | 日产自动车株式会社 | Control device and control method of internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP6930178B2 (en) | 2021-09-01 |
| JP2018168788A (en) | 2018-11-01 |
| US10550771B2 (en) | 2020-02-04 |
| EP3382184A1 (en) | 2018-10-03 |
| US20180283290A1 (en) | 2018-10-04 |
| EP3382184B1 (en) | 2021-05-19 |
| CN108691663B (en) | 2021-07-30 |
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